Railway car truck



Aug. 18, 1931. M. H. MART|N RAILWAY CAR TRUCK Filed Feb'. 25, 192s 2 Sheets-Sheer Alg- 18, 1931- M. H. MA R'r|N x 1,819,564

- RAILWAY CAR TRUCK Filed Feb. g3, 1929 2 sheets-snee; '2

Patented Aug. 18, 1931 UNITED STATES earner orrice MARK H. MARTIN, OF READING, PENNSYLVANIA, ASSIGNOR TO BIRDSBORO STEEL FOUNDRY AND MACHINE COMPANY, 0F BIRDSBGRO, PENNSYLVANIA, .A CORPO- RATION OF PENNSYLVANIA l RAILWAY CAR TRUCK Application filed February 23, 1929. Serial No. 342,135.

:ber of truck springs in excess of the A. R. A.

group of four springs and to associate with this structure a novel type of lateral motion bolster.

A further object is the provision of a truck lof the character described in which the laterally movable truck bolster is shaped to conform to the particular arrangement of spring grouping involved in such a manner as to be free from localized stresses in the carriage of the imposed load.

A further object is the devising of a truck in which the laterally movable bolster thereof and the cooperating spring cap are mu tually shaped and arranged to secure the efficient transfer of the load to the truck springs, particularly when the latter are dis posed in groups of diiferent elevations, retaining the springs in position under the transverse movement of the bolster and insuring their working in the desired vertical direction.

The presen-t application includes certain features described and claimed in my copending application for a railway car truck,

Serial No. 325,268, filed December 11, 1928, in respect of the design of the side frame to secure an arrangement of truck springs including inner and outer groups located in a common plane and an intermediate group located in a higher plane. Associated with this structure is a truck bolster arranged for lateral motion and a cooperating spring cap which embody the standard advantages of reducing the shocks from side lurching, preventing excessive stresses on the wheel flanges, side frames and allied parts, and generally lengthening the life of the wheels, journals, brasses and other truck details. The manner of transferring the load from the bolster to the spring cap through the usual rollers is so effected that no localized bending stresses are set up on the under side of the bolster, with a resulting simplification of design of this portion of the truck.

These and further objects of my invention will be set forth in the following specica tion, reference being had yto the accompanying drawings, and the novel means by which said objects are eectuated will be deiinitely pointed out in the claims.

In the drawings:

Fig. 1 is a. side elevation of a ortion of my improved railway car truck, t e wheels, axles and journal boxes being omitted.

Fig. 2 is a section along the line 2 2 in Fig. 1, showing one side frame and the adjacent end of the truck bolster in section.

Fig. 3 is a section along the line 3 3 in Fig. 2.

Fig. 4 is a diagrammatic view showing in longitudinal section the disposition of the under side of the truck bolster in relation to the supporting rollers, it being understood that the end of the bolster which is omitted is duplicative of that which is illustrated.

Figs. 5, 6 and are sections, respectively, along the lines 5 5 in Fig. 1, the springs being omitted, 6 6 in Fig. 5, and 7 7 in Fig. 6.

Fig. 8 is a perspective view, partly in section, of a portion of the bottom tension member and adjacent bolster column.

The numeral 10 represents a side frame having a compression member 11, tension member 12, and bolster columns 13, saidl members and columns deiining'a window` opening 14 for the reception of one end of the bolster hereinafter described. Said opening is wider in the lower portion thereof in accordance with standard practice. The bottom tie member of the frame 10 is of hollow section, as shown at 15, in Fig. 2, and shelves 16 extend outwardly from the vertical sides of said section. Said shelves are of a suitable width and length to adequately support the spring grouping hereinafter described and at the ends thereof taper in width and merge into the diagonal portions of the tension member, being preferably retained in the same plane throughout their length. An intermediate shelf 17, oc-l cupying a higher plane than that in which the shelves 16 like, is formed by offsetting the upper web of the bottom tie member andsaid shelf extends approximately the width of the lower portion of the window opening cel with the shelves 16.

14, finally merging into the columns 13, as shown by the numeral 18 in Fig. 1. The Width of the intermediate shelf 17 is less than the member 15 and is connected to the latter by inwardly extending anges 50-50 which are disposed in a plane common At definitely located points between the columns 13, the flanges 50 bend upwardly as at 51, merging with said columns substantially at the level of the shelf 17 to strengthen the side frame and extending beyond said columns to form the gusset ribs 52 which merge into the side walls of the tension member. An opening 53 may be located in each bolster column above the junction thereof with the diagonal tension member to secure a saving in weight. Strengthening ribs 19 may be disposed at appropriate intervals on the under sides of the shelves 16 against the vertical walls of the section 15 and a plurality of strengthening webs 2O may be disposed through the interior of the section 15 beneath the intermediate shelf 17.

A plurality of depressions 21 are formed in each of the shelves 16 and a boss 22 projects upwardly from each of said depressions through an aperture 23 which is provided in a spring plank 24. This manner of securing an engagement between thc spring plank and side frame is old in the art and in and of itself forms no part of my invention, but has been referred to as assisting the more positive engagement of the plank with the frame as hereinafter described.

The spring plank 24 rests on the shelves 16 and is formed with an offset portion 25 which fits snugly over the intermediate shelf 17. Accordingly, the ends of the plank are rigidly secured to the side frames in a manner which is superior to that now obtaining in practice, with consequent advantage in maintaining the proper relation of the truck members. A spring seat 26 fits closely over that portion of the spring plank which is directly above the shelves 16 and 17 and a plurality of bosses 27 extend upwardly from said seat in appropriate locations for centering and retaining in position the plurality of springs which will now be described.

A pair of springs 28, constituting the outer group, is carried upon that portion of the seat 26 which is disposed above the outer shelf 16, a second pair of springs 29, constituting the inner group, is carried upon that portion of said seat above the inner shelf 16, and a trio of springs 30, constituting the intermediate group, is carried upon that portion of said seat which is disposed above the intermediate shelf 17. Said springs are of the standard A. R. A. helical type and may be arranged in the grouping indicated and in the relative elevations shown, or they may be disposed in other groupings and relative elevations without affecting the central thought involved.

A spring cap 31 rests on the aforesaid groups of springs, being shaped to conform to the different elevations thereof and including an offset portion 32 which rests on the intermediate spring group 30. Said cap may be flanged downwardly along its peripheral edge as at 33, for strength and a plurality of bosses 34 project downwardly from the under side of said cap to cooperate with the upper` ends of the several springs in the same manner as the bosses 27 do with the lower ends thereof. The cap extends between the bolster columns 13 and has sliding engagement therewith through the medium of the guide lugs 35 which permit vertical movement freely, but limit transverse movement.

On the upper side of the cap 31 are grooves 36, 37 and 38 which are disposed, respectively, over the outer, inner and intermediate groups of springs, and are each of suitable lengths to span the respective groups. Rollers 39, 40 and 41 arel carried in the grooves 36, 37 and 38, respectively, with the roller 41 being disposed in a higher plane than the other rollers owing to the relative elevations of the spring groups. This peak formation of the several rollers is taken advantage of to design the improved truck bolster which will now be described.

The bolster 42 is carried on the rollers 39, 40 and 41 and the under side 43 thereof is shaped to conform to the arrangement of said rollers, as shown clearly in F ig. 2, and continues substantially straight from a point directly above the roller 41 to the vertical center line of the bolster, as shown in Fig. 4. This construction insures a direct carriage of the stress along the under side of the bolster and prevents the setting up of localized bending stresses. rllhe several rollers contact withf the under side 43 through the medium of grooves 44, 45 and 46, which areformed therein and disposed, respectively, to bear against the rollers 39,40 and 41. A rib 47 extends longitudinally through the interior of the bolster 42 above the rollers for strengthening purposes and a strengthening web 4S may partially enclose each end of said bolster. The usual guide lugs 49 are likewise formed on said bolster to limit the transverse movements thereof by engagement with the columns 13.

A truck of the foregoing description retains the well known advantages of the laterally movable bolster, and in addition .incorporates therewith a structural characteristic which secures a simplification in design and carriage of the load. Associated with this arrangement are the-'several advantages as regards spring grouping, which are discussed generally in this application and more specifically in the copending application noted above.

While I have shown one set of elements and combinations thereof for effecting my improved railway truck, it will be understood that the same is intended for purpose of illustration only and in nowise to limit my construction to the exact forms and structures shown, for many changes may be made therevin without departing from the spirit of my invention.

I claim 1. In a railway car truck, the combination of a side frame, a plurality of springs oarried thereby, a spring cap, a plurality of rollers supported on said cap in a peak formation, and a truck bolster of hollow construction mounted on said rollers, the under sideof each end of said bolster conforming generally to the formation of said rollers.

2. In a railway car truck, the combination of a side frame, a plurality of springs carried thereby, a. spring cap guidable between the coluninsof said frame, a pluralityof rollers supported on said cap in a peak forniation, and a truck bolster of hollow construction mounted on said rollers, the under side of each end of said bolster conforming generally to the formation of said rollers.

3. In a railway car truck, the combination of a side frame, a plurality of springs carried thereby, a spring cap, a plurality of rollers supported on said cap in a peak formation, and a truck bolster of hollow construction mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

4. In a railway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, a spring cap, a plurality of rollers supported on saidoap in a peak formation, and a truck bolster ofhollow construction mounted on said rollers, the under side of the'end of said bolster conforming generally to the formation o-f said rollers.

5. In a railway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, a spring cap, a Aplurality of rollers supported on said cap in a peak formation, and a truck bolster of hollow construction mounted on said rollers, the under side of the end of said bolster conforming generally to tlie formation of said rollers and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

6. In arailway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate. groups, saidinnerland outer groups being supported by means positioned in a common plane and said intermediate group by means positioned in a higlier plane, a spring cap resting on said spring groups, a plurality of rollers supported by of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, said inner and youter groups being supported by means. positioned in a common plane and said intermediate group by means positioned in a higherL plane, a spring cap resting on saidspring groups, a plurality of rollers supported by said `cap andl arranged over each of said groups, and a truck bolster of hollow construction mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of'said rollers, and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

8. In a railway car truclnthe combination of a side frame, a plurality of springs carried thereby, a spring cap including grooves on the upper side thereof, a plurality of rollers positioned in said grooves in a peak formation, and a truck bolster of hollow con struction including grooves on the under side thereof mounted on said rollers, the unden side of the end of said bolster conforming generally to the formation of said rollers.

9. In a railway car truck, the combination of a side frame, a plurality of springsl carried thereby, a spring cap including grooves on the upper side thereof, a plurality of rollers positioned in said grooves in a peak formation, and a truclr bolster ofl hollow construction including grooves on the under side thereof mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

I0. In a railway car truck, the combination of a sidev frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, a spring cap iiicluding grooves on the upper side thereof, a plurality of rollers positioned Iin said grooves in a peak formation, and a truck bolster of hollow construction including grooves on the under side thereof mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers.

11. In a railway car truck, the combination of a sidel frame, a plurality of truck springs carried by said frame arranged in 7. In a railway car truck, the combinationv I inner,v outer and intermediate groups, a spring cap including grooves on the upper side thereof, a plurality of rollers positioned insaid grooves in a peak formation, and a truck bolster of hollow construction including grooves on the under side thereof mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

12. In a railway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, said inner and outer groups being supported by means positioned in a common plane and said intermediate group by means positioned Iin a higher plane, a spring cap resting on said spring groups and including grooves on the upper side thereof, a plurality of rollers positioned in said grooves over each of said groups, and a truck bolster of hollow construction including grooves on the under side thereof mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers.

13. In a railway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arranged in inner, outer and intermediate groups, said inner and outer groups being supported by means positioned in a common plane and said intermediate group by means positioned in a higher plane, a spring cap resting on said spring groups and includingA grooves on the upper side thereof, a plurality of rollers positioned in said grooves over each of said groups, and a truck bolster of hollow construction including grooves on the under side thereof mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers, and continuing substantially straight from a point above the highest roller to the vertical center line of said bolster.

14. In a railway car truck, the combination of a side frame, a plurality of springs 'carried thereby, a spring cap flanged downwardly along its peripheral edge, a plurality of rollers supported on said cap in a peak formation, and a truck bolster of hollow construction mounted on said rollers, the

under side of the end of said bolster con- Vcarried therebY a sarinf can includin r 3 D bosses on the under side thereof registering with the axes of said springs, a plurality of rollers supported on said cap in a peak formation, and a truck bolster of hollow construction mounted on said rollers, the under side of the end of'said bolster conforming generally to the formation of said rollers.

16. A truck bolster of hollow construction adapted for lateral movement and shaped on the under side thereof to cooperate with rollers disposed in a peak formation.

17. A truck bolster of hollow construction adapted for lateral movement and shaped on the under side thereof to cooperate with rollers disposed in a peak formation, said under side containing substantially straight from a point above the area of contact with the highest roller to the vertical center line of the bolster.

18.` A truck bolster of hollow construction adapted for lateral movement and shaped on the under side thereof to cooperate with rollers disposedl in a peak formation, and an interior strengthening rib extending longitudinally above that portion of said side contacting with said rollers.

19. A truck bolster of hollow construction adapted for lateral movement and shaped on the under side thereof to cooperate with rollers disposed in a peak formation, said under side continuing substantially straight from a. point above the area of contact with the highest roller tothe vertical center line of the bolster, and an interior strengthening rib extending longitudinally above the portion of said side contacting with said rollers.

20. A truck bolster of hollow cons-truction adapted for lateral movement and shaped on the under side thereof to cooperate with rollers disposed in a peak formation, and including a strengthening web across each end of said bolster. V

21. In a railway car truck, the combination of a side frame, a carried thereby, a spring cap, a plurality of rollers of unequal length supported on said cap in a peak formation, and a truck bolster mounted on'said rollers, the under side of said bolster at each end thereof conforming generally to the formation of said rollers.

V22. In a railway car truck, the combination of a side frame, a plurality of truck springs carried'by said frame arranged in inner, outer and intermediate groups, a 11'5 spring cap, a plurality of rollers supported on said cap in a pea-k formation, including a roller over each of said groups, the intermediate roller being different in length from the remaining rollers, and a truck bolster mounted on said rollers, the under side of the end of said bolster conforming generally to the formation of said rollers.

23. In a railway car truck, the combination of a side frame, a plurality of truck springs carried by said frame arrangedy in inner, outer and intermediate groups, a spring cap, aplurality of rollers supported on said cap in a peak formation, including a roller over each of said groups, the interplurality of springs 105" ture.

MARK H. MARTIN. 

